Damn, that's the direct opposite of everything I was taught. But then again I never flew anything that big.
High-power swept-wing aircraft have to be flown completely different from small aircraft, especially around the limits. This is why the MU-2 had such a horrible safety rating, it has to be flown like a large plane but low-time pilots from small aircraft were jumping in it and crashing it.
You've never done power-on stalls in a Cessna? You feel the burble, relax back pressure and decrease power as the nose drops, airspeed builds back up, add power and back pressure and maintain Vy until climb resumes.
It's a very complex airplane with a high wing loading. People wanted to fly it like a Cessna or a Kingair and you simply can't.
Oh, I thought you meant there was something specific about Cessnas. Most of my flight time is on Pipers. Anyway, trying to think about it, I don't remember ever being asked to do a power-on stall during a BFR. So the last one I did must have been in 1992.
I didn't do one either for mine. Definitely remember doing them in training though. It's pretty surprising the deck angle you'll get out of even a typical single.
The 744 and the 748 procedure for Nose High Upset recovery is to reduce thrust and even roll if you have to get the nose down.
We are still in shock over the accident that happened on Monday... Majority of the Base witnessed it...truly unreal!! RIP
I agree completely. You get a big load shift AFT, and things get very ugly very quickly. As an example.... An aircraft with a CG too far forward may not fly well An aircraft with a CG too far aft may not fly twice !!!
I once set the CG 1 inch forward on a Pitts Special RC plane by mistake. Kit build time: 23 hours Time to return aircraft to kit form: about 40 seconds.
Dayum....RIP. Who owned the plane?....a commercial frieght company? This place is amazing....on-site reporting of a crash like that half a world away.
